Internal-combustion engine



J. HUTCHINSON.

INTERNAL COMBUSTEON ENGINE.

APPLICATION FILED MAR. 31, 1919.

1,393,132, Patented Oct. 11, 1921.

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APPLICATION FILED MAR. 31,1919.

Patented Oct. 11, 1921.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 31. 1919.

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INTERNAL COMBUSTION ENGINE.

APPLICATION FILED MAR. 31, 1919.

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enter 1. HUTCHINSON.

INTERNAL COMBUSTION ENGINE.

. APPLICATION FILED MAR 3h 1919 1,393,132. Patented Oct 11, 1921-.

5 SHEETS-SHEET 5.

UNITED STATES JOB EUTCHINSON, OF BROOKLYN, NEW YORK,

INTERN A-LCOMBUSTION ENGINE.

Specification of Letters Patent.

Patented Oct. 11, 1921.

Application filed March'31, 1919. Serial No. 286,466.

To all whom it may co-ncewi:

Be it known that I, Jon HUTCHINSON, a citizen of the United States,residing at Brooklyn, in the county of Kings and State of New York, haveinvented new and useful Improvements in Internal-Combustion Engines, ofwhich the following is a specification.

Thi invention relates to internal combustion engines, and moreparticularly to en-' space at the end of the cylinder, and hence thecompression, as conditions may require. In every engine, there is acertain definite compression which produces the highest efficiency, witha given quality of fuel, and with a given density of the atmosphere.Where the grade of fuel varies it is desirable to correspondingly changethe compres sion, and where, as in flying machine work, the altitude,and consequently the density of the surrounding air, constantly varies,it is necessary for the operator to be able to adjust the size of thecombustion space while the machine is in motion, without leaving hisseat. By means of my improved construction, the size of the combustionor compression space can either be increased or reduced, as required,and the increase of such space will make possible very low throttling,and prevent condensation when kerosene is used as fuel.

A further and important object of the invention is to provide atwo-cycle engine having an initial compression chamber entirely se aratefrom the crank-case, and preferab y located between such crank case' andthe cylinder.

A further object is to provide an auxiliary piston, operated from themain crank shaft, for producing a higher compression in such chamberthan could be normally produced by the main or working piston alone.

A still further object of the invention is to provide a two-cycle engineof the above type in which the inlet and exhaust ports to the workingcylinder are controlled wholly by the piston itself without the use ofother valves. I

Other objects of the invention are to an range the connecting rods sothat the wrist pins and crank bearings may be easily accessible forinspection and repair without removal of the engine base or crank case.and to provide an improved pressure oiling system for the various partsof the engine structure. With the above and other subsidiary obects inview, and to improve and simplify in many ways the structural details,the invention consists in the construction, combination and arrangementof parts hereinafter described and claimed, and illustrated 1n theaccompanying drawings,'in which: Figure 1 is a side elevation of afour-cylinder, two-cycle engine constructed in accordance with myinvention, showing the control of the combustion space from the driversseat;

Fig. 2 is a vertical transverse section through my improved enginesubstantially on the line 22 of Fig. 3;

Fig.3 is a longitudinal section through one of the cylinders andassociated parts substantially on the line 3-3 of Fig. 4, parts being inelevation; j, v

Fig.' 4 is atransverse section through the gpngirge substantially on theline I 4--4 of 3- Fig. 5 is a horizontal fragmentary sectionsubstantially on the line 5-5 of Fig. 4;

Figs. 6, 7 and 8 are horizontal sections on the lines 6-6, 7-7, and 8-8,respectively of Fig.4, parts .being omitted;

Figs, 9 and 10 are verticalsectional views taken in planes at rightangles to each othershowing a modified construction of piston and pitmanrods.

Fig. '10 is a fragmentary sectional view simllar to Fig. 10, but showinga slightly different construction;

Fig. 11 is a transverse section showing a modified form of engine inwhich there are two crank shafts geared to a common power shaft; and

Fig. 12 is a vertical transverse section somewhat similar to Fig. 4 butshowing a slightly modlfied construction, parts being omitted. i

Referring to the drawings in detail, my

improved engine comprises a suitable basecasting 1 on which thecylinders .2 are mounted. The upper ends of the cylinders are closed bythe heads 3. pair of exhaust manifolds 4: is provided. one on each sideof the engine and these are connected with exhaust ports 54. hereinafterreferred to. by means of the branches 4*. To the lower partof the base 1is secured a crank case 5 having an extended trough-shaped portion (3which serves as n oil reservoir.

Themain or crank shaft is designated at T and the usual fan at S. thefan being driven from the crank shaft by means of gearing inclosedwithin-the easing 9. This gearing also drives the shaft 10 which iscoupled to a water circulatingpump 11 and to ignition generator 12.

The water circulating system comprises the pipe 13 leading to the pump11. a pipe 13 extending from the pump to the engine base, and a pipe 14which taps the upper ends of the several 'ater jackets surrminding theres )ective cylinders. Referring particularly to l igs. 4 and T it willbe seen that there is a water channel 23 extendingalong each side of theengine base connecting with the pipe 13. The channels 23 are connectedby means of cross channels 21 extending between the cylinders and areprovided in their 'upperwalls w1th ports 25 adapted to register withsimilar ports formed in the lower wallof'each cylinder water jacket 26.In assembling the. parts these ports are caused to register and thisforms the water channels or spaces in both the engine base and cylindersinto a single, intercomm'u'nicating, circulating system. Since the pump11 delivers into the channels 23 in the engine base, the cylinders withtheir water jackets can be removed without disturbing the pump. 15designates the intake manifold and is clearly shown in Figs. 2 and 4.This manifold is preferably east integral with the base structure. Fuelgas or vapor is supplied to the manifold 15 from a suitable carbureter(not shown) through the pipe 16.

The outer wall of the manifold 15 is provided with a. plurality of valveseats 17, one for each cylinder, and cooperating with each of theseseats is a puppet valve 18 mounted on a stem 21 and urged toward itsseat by means of a spring 19. This valve controls ommunication betweenthe manifold 15 and the initial compression or suction chamber which Ihave designated 20, and the spring and valve are located in suchchamber. The valve stems 21 slide freely through bushings mounted in theinner wall of the manifold 15 and their inner ends ride upon camsurfaces formed on the edge of crank disks 22 to which the main pitmanrods are connected. and which are mounted on the main shaft 7. By virtueof this construction the puppet valves are, operated directly from thegearing. and the engine can run in one direction only.

The main or working piston of each cylinder is designated in itsentirety by thereferenee numeral :27 and is of novel construction. Itcomprises a central body portion which carries the wrist pin to whichthe pitmau rods are secured. This wrist pin exvided. one being carriedby each end of the v wrist pin just outside of the cylinder. By reasonof the construction described each pitman rod may be disconnected fromthe wrist pin by removing the corresponding section from the outside.The lower ends of the connecting rods 32-are journaled on wrist pins 33carried between pairs of the crank disks :22. I

The pitman rods and associated parts are inclosed within a casingextending between the cylinders and constructed as follows: Eachcylinder is provided at its sides with plates or flanges 34 which. atthe bottom, where they rest upon the engine base. are substantially thesame width as such base. and which grow narrower toward their upperends. At the top of the flanges 3i, and just above the upper end of theslots 28. the cylinders are provided with horizontally extending crossflanges 35 and to the flanges 34 and are secured cover plates 36 and 37,which. as will be seen from an inspection of Figs. 1 and 2. completelyinclose the space between the cylinders within which space the pitmanrods operate.

The engine base .structure 1 is provided with a series of transversepartition walls 1 (see Fig. 5). these walls extending down to aboutthelevel of the axis of the crank shaft, and at. this level suchpartition walls are united impairs by means of horizontal partitions 38also preferably cast integral with the engine base. From an inspectionof Figs. 3, 4 and 5 it will be seen that the partition walls l and 38in'close a space compartment located between such crank case and thelower end of the corresponding cylinder.

The fuel gases may be drawn into and compressed in this compressionchamber by means of the working piston 27 alone, if desired, but I havefound itadvantageous to provide auxiliary means for producingsuper-compression in this "chamber. Such super-compression of the chargeis valuable when working in rare atmospheres and produces a moreeffective scavenging under other conditions. As shown in the drawing andparticularly in Figs. 3 and 4 thereof,

the means which I have provided for pro-v piston 41. It will thus beseen that as the I shaft 7 revolves the. piston 41 is caused toreciprocate. It will also'be noted that thispiston forms part of thedividing wall between the compression chamber 20 and the crank case sothat any upward movement of the piston tends to decrease the capacity ofsuch chamber and to compress its gaseous contents. It will be understoodthat the piston 41 moves u as the working piston 27 moves downwar ly,thereby compressing the charge between them. Conversely, when theworking piston 27 moves upwardly the piston 41 moves down, thusproducing a vacuum in the chamber 20 and drawing a fuel charge intothesame through the valve port 17, the valve 18 during such time beinglifted by means of the cam disk22. In practice it is desirable to soproportion the parts that the volume of gas drawn in by the combinedmovement of the two pistons 27 and 41 as above described, is at leastequal to the entire volume of the working cylinder, including thecombustion space. By this means the complete expulsion of the burntgases from the working cylinder is assured;

The working piston 27 is provided with a plurality of sets of packingrings 46 and preferably is formed with an extension 47 which surroundsthe cylinder 40. This extension is cut away on opposite sides asindicated at 48 (see Fig. 3) so as to clear the enlargement 39 and alsoto insure free communication between the upper end of cylinder 40 andthe chamber-20.

The inner wall of each cylinder 2 is extended slightly below the Waterjacket as indicated at 49. in Fig 4, and in such extension is formed apair of diametrically opposed ports 49 communicating with the chamber20. The piston 27 is formed with a pair of similarly disposed ports 50adapted to register with the ports 49 as shown in Fig. 4, and the ports50 communicate with the interior of the working cylinder throughpassages 51 formed in the piston (see Figs. 4 and 6). It will be notedthat the piston rings 46 are arranged on both sides of the ports 50 soas to prevent leakage of gas.

Forming part of the working piston 27 is a sleeve 52 which extendsupwardly from the upper; set of acking rings 46 and snugly fits theinterior of the cylinder. This sleeve is provided near its upper endwith exhaust ports 53 adapted to register with corresponding ports 54formed in the cylinder walls, which ports 54 communicate with theexhaust manifolds 4 as indicated in Fig. 2.

In order to adjust the size of the combustion chamber and thus vary thecompression in each cylinder as described in the preamble to thespecification, I provide a movable piston or abutment slidably mountedin the upper end of each cylinder. Such piston or abutment works withinthe sleeve 52 and is equipped with piston rings 56 forming a gas tightjoint with such sleeve. The piston carries a wrist pin 57 to which ispivoted the lower end of a connecting rod 58, the upper end of whichsurrounds an eccentric 59-mounted on a shaft 60 which is mountedlongitudinally of the engine adjacent the cylinder tops. The cam 59 andassociated parts are inclosed within a housis connected at one end witha suitable operating lever arranged so as to be accessible from thedrivers seat. The connection shown in the drawing comprises a gear 63secured to the shaft 60 and meshing with a gear 64 which is rigidlyconnected withan operating lever 65. Such lever is provided with asuitable spring catch adapted to engage a notched quadrant 66 and is somounted as to be readily accessible to the operator when'occupying thedrivers seat. (This is conventionally illustrated in Fig. 1 and isdesignated by the word Seat). From the above it will be seen that bymoving the lever 65 the operator can shift the abutments 55 so as toreduce or increase the combustion space in the cylinders as conditionsmay require.

The spark plugs are designated by the numeral 67 and as will be seen byreference to Fig. 4 they are set into openings in the cylinder wall.These openings are normally closed or covered by the sleeve 52 and areuncovered only when the ports 50 come into registry with such openings.

The operation of the engine as above described will be apparent. As thepiston 27 moves upwardly and the piston 11 downwardly a charge of fuelgas or vapor is d awn into the initial compression chamber 20. Then asthe two pistons move toward each other such charge is compressed withinthe. chamber :20. the compression increasing until the ports 50 arebrought into registry with the ports 49 as shown in Fig. a. Atthe momentthat this occurs the compressed charge from the chamber 20 will flowupwardly through the ports 49 and 50 and passages 51 and fill. thecylinder, driving out the spent gases through the exhaust ports 53 and54. As the piston 27 moves upwardly again the exhaust ports are closedand the charge compressed in the working cylinder until the ports 50uncover the spark plugs 67. and at this moment ignition takes place. Itwill be noted that both inlet to and exhaust from the cylinder iscontrolled wholly by ports formed in the piston itself and that noauxiliary alves of any kind are employed.

In order to properly lubricate the working parts of the engine I havedevised an improved oiling system operating under pressure produced by apump driven from the main shaft. Referring to Figs. 3 and 4 it will beseen that a link 68 is secured to the eccentric strip 44 and isconnected at its lower end to a plunger ()9 operating in a pump cylinder70. A port 71 controlled by a spring pressed check valve 72 controlscommunication between the oil reservoir 6 and the pump. while a secondspring check valve 73 controls the port from which oil is delivered bythe pump. This port communicates with a passage 74, preferably formed inthe wall of the crank case. which connects at its upper end with adistribution main or manifold 7:") extending longitudinally throughoutthe length of the engine base. Branch conduits or ducts 76 extend fromthe main 75 to the various crank shaft bearings, and suitable spraynozzles 77 communicating with the main 7:") are designed to sprinkle oilupon the wrist pins 33 and associated parts. ()ther oil ducts extendupwardly from the main 7:). preferably being formed in a rib 79 castintegral with the engine base. and delivery pipes 80 extend upwardlyfrom such ducts to a point immediately over the wrist pins 30, wherethey are provided with suitable nozzles 81 designed to spray oil uponsuch wrist pins. This spray is so directed as to enter the slots 28 inthe cylinder walls and impinge against the sleeves 52 therein so as tothoroughly lubricate the inside oi the cylinder. \Vith this arrangementoil is prevented from entering the combustion chamber.

While I have shown in Figs. 2, 3 and 4. the wrist pins 30 and associatedbushing as rigidly mounted in the piston 27, ditticulty may beexperiencedwith such a construction owing to the tendency of such wristpins to cant and bind in case of slightly unequal wear of the pitman rodbearings. To obviate this and to equalize the strain on the two pitmanrods I have provided the construction shown in Figs. 9 and 10. Referringto these figures it will be seen that the wrist pin sections 29 and 39are mounted in a yoke 82 having a downwardly extending shank portion 83pivotally mounted at its lower end upon a suitable pin 84 carried by thepiston at right angles to the wrist pin 30. By virtue of thisconstruction it will be seen that the wrist pin structure is capable ofa slight transverse oscillatory movement about the pin 84 so thatinequalities of wear may beautomatically compensated for and the strainon the two pitman rods equalized. In order that the slight oscillatoryor rocking movement above described may take place. slots 85 areprovided in the sides of the piston and the yoke 82 is formed thickestat its center and tapering outwardly toward each end as indicated at 82in Fig. 10.

In Fig'll) I have shown a still further modified construction foraccomplishing the same purpose. Referring to this figure, it will beseen that I mount the wrist pin in a bushing 96 having a centralspherical portion 97 which fits within the opening in the piston, sothat the bushing and pin are capable of rocking relative to the piston.In this case, as also in Figs. 9 and 10, it is desirable to attach thepitman rods 32 to a connection head 98 journaled on the wrist pin, bymeans of a cross pivot pin 99. In stead of the two-part wrist pin shownin the other figures, I have illustrated a continuous pin to the ends ofwhich the pitman connection heads are secured by means of bolts 100.

Referring again to Fig. 9 it will also be noted that there isillustrated a slightly different form of packing ring construction.Vhile in Fig. 4 I have illustrated two sets of rings 46 arranged oneabove and one belowthe ports 50, I propose as an alternativeconstruction to provide a single, relatively wide ring 86 (see Fig. 9)and to form the ports 50 directly through the body of such ring itself.\Vith such a construction the danger of gas leaking around the cylinderbetween the rings and escaping from the slots 28, is eliminated.

Referring to Fig. 12. in which I have shown a slightly modifiedconstruction of cylinder and piston. the same wide packing ring 86 isillustrated. While in Fig. 4 I have shown the sleeves as fitting betweenthe abutment 553 and cylinder wall, it will be seen by reference to Fig.12 that I. propose asan alternative arrangement. a construction in whichthe sleeve 52' fits beopposite sides of the engine base.

tween the cylinder wall and tubular guide member 9:2. \Vhilcin Fig.themovahle abutment as makes a gas-tight fit with the sleeve. theabutment in Fig. 1:! makes a gas-tight lit with the tubular guide member92. 'hile in Fig. 4 the upper end of the sleeve 5:2 has no packingrings.- in Fig. 1:2 I have-shown the upper edge of such sleeve asprovided with a. packing ring 94. The sleeve 52 is adapted to enter thespace 93 between the cylinder wall and tubular guide 92 and the pistonring 94 is preferably a rather loose fit so as to permit the escape ofany gas which mav be trapped in the space.

'hile in'Fig. 4: I have shown the movable abutment as outside of thetubular guide and in Fig. 12 I have shown it as inside of the same, itis clear that in both constructions the sleeve 5'). or 52' is disposedoutside o-t' the movable abutment and between such abutment and thecylinder wall.

In 'Fig. 11 I have illustrated how my improved engine construction isreadily adapted to an arrangement in which twin engines operate upon acommon power shaft. In this figure I have shown .two sets of cylinders 2and 2 mounted upon a common base. The power shaft is indicated at 87 andis mounted centrally of the base in a plane between the two cylinders.On this shaft is mounted a gear 88 which meshes with a pair of similargears 89, one. of which is mounted on each engine crank shaft. The samemeans for operating the puppet valves is employed as described inconnection with the other figures.

A cam or eccentr c 90 is secured to the power shaft 87 and operates aspring pressed plunger 69' working in a cylinder 70' anddelivering oilthrough two check valves 73 and 73' and ducts 7st and T4 to twodistribution mains 75 and 75 extending along It will be understood thatoil supply pipes and ducts fromthese two mains are arranged in a. mannersimilar to that described in connection with the other figures.

What I claim is:

1. In a two-cycle internal combustion engine, the combination with thecylinder, piston, and crank-case. of an initial compression chamberindependent of and separate from the cylinder and-crank-case. and

means operated by said piston during its return stroke for drawing agaseous charge into said chamber during its working stroke andcompressing the same therein.

2. In a two-cycle engine. the combination with the cylinder, workingpiston. and initial compression chamber. ot an auxiliary piston forvarying the capacity ot" said chamber. and a movable abutment mounted inthe end of said cylinder.

3. In a two-cycle engine, the combination with the cylinder, workingpiston. and initial compression chamber. of an auxiliary piston forvarying the capacity of said chamber and operable simultaneously.withthe working piston. and a movable abutment mounted in the end of saidcylinder.

4. In a two-cycle engine. the combination with the cylinder and pistonforming between them a combustion chamber. of an initial compressionchamber. means sepa rate from said piston for varying the capacity ofthe initial compression chamber and additional means for varying at willthe size of said combustion chamber.

5. In a two-cycle internal combustion engine, the combination with thecylinder; piston. and crank-case. of an initial compression chamberseparate from the crank-case and cylinder and disposed between the same.and means for delivering a combustible charge into said chamber.

6. In a two-cycle internal combustion engine. the combination with thecylinder, piston. and crank-case. of a pair of pitman rods extendingfrom the piston into the crank-case and disposed one on each side of thecylinder. and an initial compression chamber separate from saidcrank-case. and located between said pitman rods and between thecylinder and crank-case.

T. In a multi-cylindcr. twocycle. internal combustion engine. thecombination with the base. crank-case. and cylindersmounted upon thebase. of av plurality of partitions forming part of the base structure.and dividingpistons in said cylinders. and wrist pins *arried by saidpistons and projecting through slots in the walls of the cylinders. otpitman rods engaging the ends of said wrist pins. and a casing inclosingthe ends of said wrist pins and pitman rods. said casing comprisingremovable plates secured to and extending between the cylinders so as tocompletely house in a portion of the space between them.

9. In a two-cycle engine. the combination with a cylinder. andcompression chamber. said cylinder having an exhaust port. and an inletport communicating with said chamber. of a single working pistoncomprising a unitary working structure reciprocable in said cylinder andhaving ports wholly controlling both the inlet and exhaust ports of thecylinder. whereby the use of valves is eliminated.

10. In an internal combustion engine, the combination with a cylinderhaving a port, of a piston fitting in said cylinder and having arelatively wide packing ring, said piston having a port adapted tocooperate with the port in the cylinder, said plston port extendingdirectly through the body of the 1%. In a two-cycle internal combustionengine, the combination with a cyllnder having a port and a pair ofopposed longitudinal slots, of a piston fitting within saldcyllnder andhaving a cooperating port, a wrist p1n carried by said piston andprojecting through said slots, and a relatively wide packing ringcarried by said piston, said plston port extending directly through thebody of the 1%. In a two-cycle engine, the combination with thecylinder, piston and an initial compression chamber entirely outside ofsaid cylinder, of means separate from and in addition to said piston forcompressing the charge in said chamber.

13. In a two-cycle engine, the combination with the cylinder, piston,and a chamber entirely outside of said cylinder, in which chamber thecharge is initially compressed by said piston, of means separate frombut acting simultaneously with said piston for increasing thecompression of the charge in said chamber. I

14. In a two-cycle engine, the combination with the Working cylinder,piston, and a chamber entirely outside of said cylinder in which chamberthe charge is ,iinitlally compressed by said piston, of an independentauxiliary cylinder and iston for increasing the compression of t echarge in said chamber. w

15. In a two-cycle engine, the combination with the working cylinder,piston, and crank-shaft, of an initial compression chamber into whichthe charge is drawn and compressed by said piston, of an independentauxiliary cylinder having a piston operated by said crank-shaft forincreasing the compression of the charge in said chamber.

16. In an internal combustion engine, the combination with a cylinderhaving longitudinal slots, of a piston working in said cylinder, a wristpin carried by said piston and extending through said slots, and pitmanrods mounted on the ends of said wrist pin, such pin comprising twonormally conmeasles nected separable sections, each removable outwardly.

17. In an internal combustion engine, the combination with the cylinder,of a piston working in said cylinder, a crank-shaft, and a pair ofpitman rods connecting said piston and crank-shaft and disposed one oneach side of the cylinder, the means connecting said pitman rods withthe piston comprising a pair of pivot pins arranged with their axes atright angles to each other.

18. In an internal combustion engine, the combination with thecylinder,of a piston working therein, a member pivoted inside of said piston, awrist pin carried by said pivoted member and projecting through thepiston and cylinder walls, and a pair of pitman rods mounted on theextended ends of said wrist pin.

19. In a two-cycle engine, the combination with the usual crank case, ofan initial compression chamber separate from said crank case, a valvefor controlling the admission of a gaseous charge thereto, acrank-shaft, and a cam on said crankshaft for opening said valve.

20. In a two-cycle engine, an initial compression chamber, a puppetvalve for controlling the admission of a gaseous charge thereto, apiston, a crank-shaft, a crank-disk on said shaft, a pitman connectingsaid piston and crank-disk, and a cam surface on said crank-disk servingto actuate said valve.

.21. In a two-cycle internal combustion engine, the combination with afuel supply conduit and initial compression or suction chamber, of apuppet valve controlling communication between said conduit andcham;ber, said valve having a spring located on one side thereof in saidchamber and a guide stem extending from the opposite side thereof, intosaid fuel conduit.

22. In an internal combustion engine, a cast metal base, a plurality ofcylinders mounted on said base, and a fuel supply manifold cast intosaid base and extending longitudinally thereof past each of saidcylinders v In testimony whereof I have hereunto set my hand.

. JOB HUTCHINSON.

